Steam motor foe oars



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(No Model.)

J. A. BARHYDT. STEAM MOTOR POR- GARS.

No. 528,067. Patented 001;. 23,1894.

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Patented Oct. 23, 189.4.

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Patented .001; 28, 1894! 0G O O (No Modem' STEAM MOTOR FOR GARS.Y No. 528,067.

NITED STATES JAMES A. BARHYDT, OE LIMA,

OHIO, ASSIGNOR TO GEORGE W. DISMAN, OF SAME PLACE.

STEAM-,MOTOR FOR CARS.

SPECIFICATION forming part of Letters PatentNo. 528,067, dated October 23, 1894'.

i Application filed July 10, 1894-.- Serial No 517,147. (No model.)

To @ZZ whom,` it may concern:

Be it known that l, JAMES A. BARHYDT, a citizen of the United States, residing at Lima, in the county of Allen and State of Ohio, have invented new and useful Improvements in Steam-Motors for Cars, of which the following is a specification. t

This invention relates to an improved steam car motor, or locomotive for cars or traction ro dummies to be used on either elevated or surface railways, and has for its objects to provide a practically smokeless and noiseless steam motor, the exhaust steambeing wholly .condensed and utilized in the boiler feed,`

1 5 without opportunity of escaping tothe atmosphere; to provide a compact arrangement of the engine, the boiler andthe feed-water and condensing apparatus, and generally to irn;

Vprove the arrangement of parts in a comzo pound engine comprising two double acting* elevation of a street car provided with my improved motor. elevation of the same. Fig. 3 is a part sectional end elevation of the compound engine and its steam passages. Fig. 4 is a part sectional plan of the engine, the cranked shaft or axle; Fig. 5 is a side eleva-` and their connections. tion of the same, showing thelink motion and 4o reversing mechanism. Fig. 6 is a plan of the upright cylindrical boiler with its rectangular base and lire box. Fig. 7 is adetail view illus-1 trating means for bracing `the cranked shaft or axle against the thrust of the engine. Fig. Sis an enlarged horizontal section of a duplex condensing apparatus. Fig. 9 shows on an enlargedscale parts of the lire-box of the boiler, the hot well and the air-pump in elevation and the condensing apparatus in vcr- 5otical longitudinal section. Fig. 10 isan env larged vertical transverse section of the du-` plex condenser.

In the annexed drawings illustrating theg invention-Figure 1 is a part` sectional side Fig. 2 is asectional endl Referring to Figs. 1 and 2, the numerall designates the car platform or floor supported on sills orframe pieces 2 carried by the caraxle trucks which may be of any suitable or well known construction. l

In one end of the car, as shown in Fig.` 1, is placed an upright steam boiler having a square lire box 3, Eig.` 6, partly extended below the car door and rigidly supported by brackets L1:,Fig. 2, carried on the frame pieces 2 of the car floor or platform. The form and capacity of the square fire box 3 are such as to afford a large grate areaand an extensive heating surface for the boiler which comprises a rectangular base or water jacket 5 surrounding the square fire box and a cylindrical boiler shell 6 riveted or otherwise securely fastened to the top of the water Ijacket 5 and communicating therewith.

, In the lire box 3 is a large water grate, not shown, that may be of any suitable construe! tion. The top of the lire box is formed by a substantially square crown sheet 7 perforated at close intervals for` connection with the lower ends of numerous vertically arranged flues 8 the upperends of which are similarly connected with the bottom or tube sheet 9 of a combustion chamber 10 that is suspended in the upper part of the upright boiler cylinder. The top of the cylindrical boiler shell 6 is provided with a stack 1l located centrally above and communicating with the open top of the elevated combustion chamber. Surrounding the stack ll is a superheating steam dome l2 that is separate from the body of the cylindrical boiler shell but securely connected to its top. At suitable intervalsare placed -steel plates or flanges 13 rivetedrto the side of the dome 'l2 and to the body of the boiler. Through these plates 13 and through the sides ofthe steam dome l2 and` `upper portion of the cylindrical boiler shell is formed a n'umberof perforations into which are threaded the inner ends of reversibly arranged cast iron elbows 14 having their outer ends turned toward eachother and at a slight distance apart. .The outer ends of each pair of elbows 14 are counter bored to receive a short loosely fitting wrought iron pipe 15 `with copper rings 1b' placed between the ends oflsaid pipe and the shoulders in the elbows. `On the opposite sides of the elbows 14 are ICO perforated lugs to receive vertical screw bolts 17 provided with nuts by which the elbows and their connecting pipes are securely clamped together, thus forming a series of steam passages from the body of the boiler to the superheating steam dome.

The water line or level in the cylindrical boiler shell 6 is above the upper ends of the tiues 8 and bottom of the elevated combustion chamber 10 into which all the hot gases from the lire-box are received. The location of this open top combustion chamber 10 at a point but slightly below the superheating steam dome 12 and the arrangement of the stack 11 so that it will pierce or be surrounded by said dome, will at all times keep the steam hot and dry. The manner of connecting the steam dome to the boiler cylinder, by clamping bolts on the, elbows, provides perfect steam tight joints between the dome and boiler and renders the dome easily detachable to afford readyaccess to the boiler for repairing its ues. By first removing the steam dome and boiler top the combustion chamber 10 may also be removed, if desired. Between the top of the combustion chamber and upper portion of the boiler cylinder is an annular ledge or partition 18 to which vthe combustion chamber is joined, and which; serves 'as a means for suspending the combustion chamber and separating its open top from the body of the boiler. Any required number of stay bolts 19 may be arranged in the steam dome 12 and between the water jacket shell 5 and tire box 3, or elsewhere, to strengthen and steady the boiler. To further brace the boiler it may be advisable to arrange in its interior a number of stays 2O to connect the shell 6 with the crown sheet 7 of the tire box.

Beneath the tloor of the car and adjacent to the lower end of the'boiler is a transversely arranged cast iron bracket 21 having its ends Yconnected with and braced by the frame pieces 2, as shown in Figs. 2 and 3. This bracket 21 is connected with and forms part of thesupport for an engine comprising three' horizontally arranged cylinders 22, 23, and 24 that are located between the side bars or frame pieces 2 of the car frame. The two outer cylinders 22 and23 are for high pressure and the central cylinder 24 is for low pressure. IEach of thesecylinders is provided on one side with the usual slide valve 25 and connecting passages for alternately supplying steam to the opposite sides of a double acting piston 26 placed in the cylinder. In the bracket 2l is a steam-Way 27 that receives live steam through a pipe 28, Figs. 1 and 3, from the superheating steam dome of the boiler. The opposite ends of this steamway 27 communicate, as at 29, Fig. 4, with the valves of the two high pressure cylinders. The exhaust steam from the high pres'ssure cylinders 22 and 23 enters a receiver 30, Fig. 3,l formed in the bracket 21 through which it is conducted to the valve of the low pressure cylinder. An exhaust pipe 31, Figs. 1 and 2, leads from the valve-box of the low pressure cylinder 24- to one end of a manifold or air-surface condenser 32 arranged to supply superheated air to the tire-box of the vboiler and forming part of a condensing apparatus through which the condensed water of the exhaust steam is utilized t'or the boiler feed; 'thus obviating the noise and unsightliness resulting from the escape of visible vapor into the atmosphere.

The incasing chamber of the air-surface condenser 32, Figs. 1, 2, 8, 9, and 10, is arranged transversely below the car floor, adjacent to the engine, and is traversed by a body of steam pipes 33 open at one end to the exhaust cavity of the low pressure cylinder 24, and discharging into the main `condenser 34, as hereinafter more fully eX- plained. In passing around the pipes 33 the air is 'raised to a high temperature by proximity to the exhaust steam and thus provides the tire-box with a superheated natural draft that results in a large saving ot' fuel. At the same time the cold air passing around these pipes reduces the temperature ot' the exhaust steam before it enters the main condenser 34 with which one end ofthe manifold air superheater, or air-surface condenser 32, communicates.

The'main condenser 34 may be of any suitable construction that will permit the circulation of Water around a series of steam pipes 35 receiving exhaust steam from the air surface condenser or air superheater; the said pipes 35 being arranged to communicate on one hand with the manifold 32 and on the other hand with the suction pipe 36 of an air pump 37 that discharges through a pipe 38 into a hot well 39 from which the heated condense-water may be taken by a feed pump, not shown, or other device, and utilized in the boiler feed.

Water tanks 40 and 4l are carried on opposite sides ot' the car, as shown in Fig. 2. The tank 40 communicates directly with the condenser 34 through a pipe 42 for supplying water to surround the exhaust steam pipes 35; a pipe 43 being arranged tolead from the condenser to a circulating pump 44 that communicates through a pipe 45 with the tank 41 on the opposite side of the car. The tanks 40 and 4l also communicate with each other through a pipe 46 at any convenient point, and thus by means of the pump 44a constant circulation of water is maintained through the main condenser 34 and from one tank to the other.

The pumps 37 and 44 may each be coupled to one of the high pressure engine cylinders with the same piston-rod running through an engine cylinder and a pump cylinder.

rThe opposite water tanks 40 and 41 may be supported by cross beams 47 forming part of the supports for the engine and condensing apparatus and carried by hangers 48 depending from the bracket 2l or other support.

IIO

are connected with cross-heads or slide blocks y 52, Figs. 1, 4, and 5, suspended from a series of parallel longitudinally arranged guides 53 y that may be supported at one end by the bracket 21 and at the other end by a yoke or cross-bar 54 of the car frame.

crank-shaft 55 having its cranks set at thirds, and each crank-pin 56 affords a bearing for one end of a connecting rod 57 the other end of which is pivotally attached to one of the cross-head slide blocks 52, as shown in Figs. l and 5. t

The cranked shaft or axle 55 is provided with three pairs or sets of eccentrics 58 each of which connects by a pair of eccentric rods 59, Fig.` 5, with a link @suspended from a hangerl and carrying a valve-stem crosshead 62 with which one of the valve stems63 is connected. The valve stem cross heads 62,. are suspended from hangers 64 pivoted to and. depending from the cylinder bracket or frame. y

site directions the motorman can control the engine from a vestibuleor platform at either end ofthe car and reverse its direction of movement as required.

For the purpose of bracingthe cranked shaft or axle 55 so as to avoid any tendency to its springing under the thrust of the moving parts of the engine, two center sect-ions or bars 68 of the car frame are extended across the said shaft or axle on' ea'ch side of its center crank arms. These bars 68 are supported at their ends by cross bars 54 and 69 of the car frame. The under side of each longitudinally arranged bar 68 is provided `with jaws or brackets 70 that straddle the cranked shaft or axle and support a bearing box 7l through which the shaft or axle 55 is passed. A bar or strap 72 is extended between the cross bars 54 and 69 and under the brackets 70 of each bar 68 and is securely bolted to the said cross bars and brackets. The box 71 carries no weight of the motor car from the` fact of its having a free movement up and down between the jaws or brackets 70, and yet it will at all times withstand the front and back thrust of the engine at the crank shaft center.

The wheels 73 of the forward and rear axles may be connected by the side rods 74 as usual.

each side, thus concealing the engine from view. The car trucks are preferably provided t with the usual springs and with an equalizing connection to obviate shocks and strains from any unevenness of the track or from contact with stones or like obstructions. The a usual safety valves and blow-off cocks are provided wherever needed, in connection with the boiler, engine, condensers, &c.

It is preferable to provide at each end of the car, avestibule or compartment 75 for the motor-man, from which he can have an unobstructed View of the track and street when One of the car axles is in the form of a triple v proceeding in either direction. The exhaust steam being wholly condensed and conducted to the boiler `feed it -is obvious that the anferred form of condensing apparatus in which the air surface condenser 32 and the main condenser 34` are inclosed in the casing 76, one end of which is open at 77 to the atmosphere While the other end communicates through a passage 78 with the ash pan 79 of the boiler tire box. This casing 76 is arranged i beneath and, preferably, extends at oneend beyond the ash pan or compartment 79, as shown in Fig. 9. The air surface condenser 32 consists of a number of exhaust'steam pipes 33 arranged horizontally and parallel with each other'in several separate but communicating groups, connected at their opposite ends with headers 80, 81, 82, 83, 84, and 85, Fig. 8, so arranged that the exhaust steam entering the header 8O through the pipe 31 (leading from the exhaust cavity of the low pressure cylinder 24), will traverse the several pipes and headers alternately in opposite directions. The condenser 34 comprises two end chambers 86 and 87, Fig. 8, connected by a body of pipes 35snrrounded by a water jacket 88 which communicates on one hand, through the pipe 42, with the water tank 40 Fig. 2, and on the other` hand, through the pipe 43, with the pump 44 which in turn communicates, through pipe 45, with the water tank 41 on the other side of the car; and said tanks being also connected with each other through a pipe 46, Fig. 2, it is obvious that when the motor is in operation there will be a circulation of water through the condenser water jacket 88 and around the steam pipes 35 from one water tank to the other. The header 85 of the airsnrface condenser 32 connects by pipes 89 with the end chamber 86 36 of the air pump 37 which communicates with the hot well 39, as before described. The condenser casing 7 6 being open to the-atmosphere at the end 77 will receive cold air that will circulate around the several exhaust steam pipes and header of the air surface condenser. Thus, while the exhaust-steam inthe pipes and headersy condenses and iiowson to the condenser 34, the air in contact with and circulating around said pipes and headers becomes heated and passes upward through the opening 78 to the ash pan 79 of the furnace fire-box and thence to the grate, thereby supplying a superheated natural draft for the furnace. In the pipes 35 ot' the condenser 34 the condensation of the exhaust steam is cornpleted' by thecirculation of Goldwater around said pipes. From the chamber 87 the heated waterfrom the condenser pipes 35 is drawn by the pump 37 and discharged into the hot well 39 to supply the boiler feed.

The duplex condensers 32` 34, in which the air supply for the boiler fire-box is made to assist in the condensation of the exhaust steam from the engine, require less water than would be otherwise necessary and atvthe same time effect a thorough and complete disposition of the exhaust steam without permitting any of it to escape into the atmosphere.

This motor is not only adapted for street railway traffic and elevated roads, but may be used for dummy, traction and portable engines.

What I claim as my invention-is- 1. In a -steam motor, the combination with the engine and boiler, of a condensing apparatus located beneath the fire box of the boiler and comprisinga casing having one end open to the atmosphere and its other end communicating with the lire box, and an inclosed body of pipes and headers for conducting ex-` haust steam alternately in opposite directions and around which the air in said casing circulates and passes to the lire box to supply a superheated natural draft and assist in the condensation of the exhaust steam, substantially as described.

2. In a steam motor, the combination with the engine and a vertical'boiler having an enlarged square fire box extended below the car floor, of a condensing apparatus arranged beneath the fire box of the boiler and compris-r ing a body of exhaust .steam pipes and headers and an inclosing casing open at one end to the atmosphere and communicating with the re box to permit the passage" of air around, the condensing passages and supply a superheated natural draft, substantially as described.

3. In a steam motor, the combination of` the compound engine comprising the twol double acting high pressure cylinders and the ldouble acting low pressure cylinder, thev bracket 2l supporting said cylinders and the receiver or passage 30 for conducting exhaust-steam from the high pressure cylinders to the low pressure cylinder, the vertical boiler having a superheating steam dome connected with the steam passage 27, and a condenser communicating with the exhaust pipe 3l of the low `pressure cylinder, substantially as described.

4. In a steam motor, the combination of the boiler, the compound engine comprising two .high pressure cylinders and the low pressure cylinder, themanifold or air surface condenser communicating with the exhaust pipe of the low pressure cylinder and having exhaust pipes leading from the lowpressure cylinder to a main condenser, two water tanks having a connecting pipe, a main condenser connected with the manifold or lair surface condenser and with one of the water tanks, a circulating pump Vintermediate the `main condenser andthe other tank and communicating therewith, and an air pump intermediate the main condenser and hot well, substantially as described.

5. -In a steam motor, the combination .with a low pressure cylinder and two high pressure cylinders, of a manifold or air surfacecondenser communicating with the exhaust pipe of `the low pressure cylinder, a main condenser communicating with the air surface condenser and having separate passages for water and exhaust steam, two oppositely arranged water tanks having a connecting pipe, one of said tanks being in direct communication with the main condenser, a circulating pump connected with and operated-from one of the high pressure cylinders, said circulating pump being connected with the other tank and with the main condenser, and an air pump intermediate the main condenser and hot well and connected with and operated from the other high pressure cylinder, substantially as described.

G. In a steam motor, the combination of the vertical boiler having its fire box extended below'the car door, the superheating steam dome at the top .of the boiler and surrounding the lboiler stack, the two high pressure cylinders and the low pressure cylinder, the steam bracket supporting said cylinders and provided with the steam ways 27 and 30,.

the pipe connecting the steam dome with the live steam passage 27 in saidy bracket, a duplex ,Condenser comprising a main condenser having passages for water and exhaust steam and an air surface condenser having passages for air and exhaust steam, whereby the air is superheated and supplied tothe boiler lire box, water tanks, a circulating pump intermediate one of said tanks and the main condenser, and an air pump intermediate the other tank and the main condenser, substantially as described.

7. In a steam motor, the combination of the triple cranked shaft or axle, the compound engine supported horizontally below the4 car floor and comprising the two double acting p high pressure cylinders and the double acting 10W pressure cylinder, a car frame comprising a steam bracket supporting the engine cylinders and provided with steam passages, para1- lel guides for the slide block cross heads of the cylinder pistons and connecting rods, and the link motion Valve gear and reversing mechanism, substantially as described.

In testimony whereof I have hereunto set my hand and afxed my seal in presence of 1o two subscribing Witnesses.

JAMES A. BARHYDT. [L

Witnesses:

PAUL H. AGERVTER, HENRY BERGLUND. 

